The Home Lab

by François Grignon

What do an electronic
fish scale, a set of Volkswagen valve adjustment shims, a
pail of water, an old bicycle fork and a stopwatch have in
common? They were all part of the experimental apparatus for
this test.

No fancy equipment in this basement. We
just used what was handy. A little ingenuity can go a long
way.

Wheel weight, of course, is a simple
measurement. The kitchen's scale, with a resolution of 10
grams and a proven accuracy (against my butcher's certified
scale) is ideal for weighing bike components.

Moment of inertia, however, cannot be
measured directly. It has to be inferred. To obtain its
value, we clamped the wheel in a fork and attached a small
point mass of known value (the stack of Volkswagen shims) to
the outer periphery of the tire.

This imbalance mass, when raised from
the bottom position, causes the wheel to oscillate like a
pendulum. The period of oscillation can be related
mathematically to the moment of inertia of the system. Using
a stopwatch, we measured the period of oscillation over four
cycles (three times to average out errors) and then
calculated the moment of inertia.

To obtain values of the drag induced
retarding torque on the spinning wheel, we made use of the
fact that this torque is equal to the product of the moment
of inertia times the rate of change of angular velocity.A
complete bike was used as a test stand. It was held steady by
a home trainer clamping the rear axle and the front wheel was
propped up by placing a short post under the bottom bracket.
The steering was immobilized with the use of... a coat
hanger.

The front wheel was spun to 60 km/h
with the help of an electric drill driving a 5 inch rubber
sanding disc whose edge was held firmly against the tire. The
drill was removed and the spinning wheel was allowed to
decelerate on its own while a close watch was kept over the
speed reading on the cycle computer. The stopwatch was
started when 45 km/h showed on the speedometer and stopped
when 35 km/h appeared. This allowed to calculate a close
approximation of the deceleration rate at 40 km/h. Elapsed
time was also measured as speed went from 8 km/h to 5 km/h.

At low speeds, aerodynamic drag is
practically nil and the deceleration could all be attributed
to bearing friction. At the higher speed, drag is a
combination of aerodynamic forces and bearing friction.
Bearing friction being practically independent of speed, its
now known value could be subtracted from the total drag
calculated from the higher velocity deceleration time.

To calculate wheel stiffness, we
measured deflections with a dial gauge under the application
of a known force. For lateral stiffness, we used 10 lb. (a
pail of water, as weighed by the electronic fish scale). The
gauge we used has a resolution of one thousandth of an inch

For radial stiffness, we loaded the
wheel with a weight of 100 lb. How? That was tricky. The
wheel was mounted in a Park truing stand. The dial gauge was
supported by an arm clamped onto the sturdy stand and its
wand was rested against the inside of the rim at the twelve
o'clock position. The whole setup was put on a bathroom
scale. Yours truly then placed his hands firmly against the
top of the wheel and leaned his whole body over the wheel
until the desired pressured was applied. In this position,
both the scale's dial and the dial gauge could be read. It
looked like a circus act, but it worked.